A Pilot's Worst Fear | Facing Potential Engine Failure in a Piper Cherokee
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- Опубліковано 29 чер 2024
- When a routine flight turns into a race against the clock to get on the ground before the unthinkable happens.
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So did no one notice that the oil pressure indication was steady until about 5 minutes before the engine issue. The pressure went from steady and high to fluctuating from middle to yellow. Always glance at your engine instruments regularly.
I'm curious what a manifold pressure gauge would have shown.
Fouled a plug? Glad she kept running for you.
I failed a mag check a couple weeks ago. Not by much but a fail is a fail. Went back to the ramp and attempted a leaning exercise at full throttle trying to clear a potential fouled plug. No love. Shut it down and called my mechanic. He hopped in and we did the same procedure (I am a new owner). He quickly realized that the left mag timing had slipped. The engine didn't run rough at all, but the POH calls it a fail if the drop exceeds 175 rpm. I was losing 200rpm. He told me it was safe to fly at 200 -- but nothing more -- and only in a pinch to get home. He fixed it a few days later.
Hey Scott, I am honestly unsure what the issue is/was. I let the folks that run the flight club as well as the A&P running through the planes 100hr know the issue with a detailed description of the symptoms in hopes they can sort it out quickly. It definitely felt like a lean condition at certain RPM, a shutter at that specific point in the power band. We have solid A&P’s at our club so I am certain they’ll sort it out quickly.
Thank you for sharing your story as well, it sounds like you guys made the right call grounding the plane until your mechanic could sort it out. Just isn’t worth the risk in my opinion. Safe flying brother, thanks for stopping by and checking out the video!
Glad it worked out. All I can suggest is in this situation, fly back keeping all the height you can and do a circling descent right over the landing threshold with a PAN radio call. If it cuts you are already in a forced landing pattern. It can be hard to see on a camera but to me when you were on finals it looked to me if the engine cut there, you had no hope of making the runway. Height to glide it in….is a life saver, stay close to the field! As for the engine on the taxi out…When there’s doubt…then there’s no doubt…!
Hey James. Thank you for checking out the video and thank you for the feedback. I hope you have a great weekend my friend!
Awesome decision. Always another day to fly.
Thanks Dwight!
Nice. Glad you kept your cool. Fly safe homie.
Thanks Ryda, always appreciate you bro!
Some beautiful skys!
Agreed! Thanks for watching my friend.
Glad you safely on the ground!
You and me both! Didn’t end up being as bad at it seemed at the time but you have to take it all seriously!
Awesome job keeping your cool and relying on your training
Thanks man!
Glad you made it back safe and sound, the only thing I would change in my opinion is while you had engine power increase altitude even you think you have enough altitude is never enough and come to the airport spiral from above when and if the engine goes altitude gives you more options and second start talking to someone, like get in the frequency of the nearest tower airport in case something happens you can at least tell them where to look for you and chances are that tower airport is familiar with your area and help can get to you faster, if an accident happens time is too valuable.
I had an cylinder go and had partial power, while above a lake with terrain at both sides, thank God that and the end of the lake was an airport and my cfi made a great landing but what if had not made it, no one knew we where out there it was a non tower airport we landed at and we didn’t get flight following and talk to anyone after that incident never again will I take altitude for granted, hell I raised my minimums when it come to ceilings because of that and besides guard on the second and com on standby I also have the nearest tower freq on my second com ready to flip if don’t get anyone on guard.
Watching now! Geez😮
It was definitely unsettling!
I’ve had a few experiences with sick engines. Definitely ain’t a fun thing to deal with
Hey AJ. Definitely no fun! In the moment you have no idea how serious or insignificant the problem is, all you know is that there is an issue and to get on the ground as safely and as soon as possible. Thanks for watching and have a great day!
Wild ride, fly high don’t die
I will most certainly try my best!
I wanna fly…
Like a bird…
Into the sky…
Don’t wanna crash and burn and die!!! 🎵🎼🎶
Thanks for posting this and I'm glad everything worked out... As for the landing perfect centerline only really matters for professnals with much bigger planes... And even then in an emerngcy who cares?
Hey GB, thank you for the positive feedback and thank you for watching. It’s was quite unsettling at the time, but it was a great learning experience.
Lycomings like a lot of fuel to start and then like to run lean. Lean to max rpm keeps them running well and helps with the extra lead of 100LL. Then thousand hours in 172s on the pipeline was always at lean to max rpm regardless of DA and always got 3,000 hours time between overhauls. Good job staying off the steering wheel (adverse yaw) and using proper yaw (rudder only) on final.
Thanks for the feedback man and thank you for checking out the video!
Sounds like a fouled plug. Oil Pressure and Temp looked ok. One hiccup on the tach but it was steady. I would have done a mag check at altitude. Have done so before. Sometimes leaning a little farther will clear the plug if it isn’t a potential magneto fail.
So what happened?
Hey Trucker. The A&P is still going through the plane to see what caused the roughness so it’s tbd right now. I will update once I hear what was found.
Perhaps it was just the camera angle, but the final approach looked pretty shallow for fearing an engine failure at any time. Had the engine gone out just then 12:33 you wouldn't have made the runway, I fear.
Hey Jigsaw, thank you for taking time from your day to watch the video and offer feedback. I am thankful I didn’t learn the answer to your shallow approach observation. Have a great day and week!
Seems a little over dramatic, but I haven’t been in that situation. I think we all tend to assume the worst though. You were never in a life or death situation flying over those fields, and it doesn’t look like you had anything other than a rough running engine, at least I didnt see it fail, maybe I’m missing something though. What was discovered by your mechanic?
Hey Matthew. Thanks for taking time to watch the video. As a pilot in a single engine aircraft I take every sign of engine trouble with the upmost seriousness as you only have one. The safety of my passenger as well as innocent folks on the ground are my main focus in this situation. Though it may not have been a total engine failure one has to assume logically after a rough running engine, engine failure may follow. I am thankful we didn’t lose the engine and that I didn’t have to perform a forced, off airport landing in a field as you suggested. Have a blessed day.
@@TurningFinalOfficialwhat ended up being the cause?
Waiting to hear back from the A&P.
Flying around full rich is a very bad thing. I'm putting my money on that as the issue.
We lean on the ground, full rich for takeoff, then lean once we level off at cruise altitude. I appreciate your input, however richness is not the cause of this particular issue, though I agree with you, flying around full rich is not a good thing to do. There is something else going on with the engine that the A&P is currently sorting out during its 100HR. Thank you for watching and have a blessed day.
Great. Hope you figure it out. I hate stumbles you can't troubleshoot.
sweet click bait
Only punk bitches leave comments like this. This is a perfect example how to keep your cool in what could be a bad situation.
Hey Justin, thanks for watching man. It was quite unsettling for us in the moment. I hope you have a great day and week my friend.